Saturday, August 16, 2014

Software Redesign: IRCTC Website – How to Speed Up Tatkal Ticket Booking

Software Redesign: IRCTC Website – How to Speed Up Tatkal Ticket Booking
 By Venkateswar Jayanthy
Booking train tickets for travel Indian Railways through IRCTC’s Tatkal (Immediate) system has been a nightmare for many users in India. Even after the recent system upgrade, the improvement is not so great. I think unless the whole system is redesigned and revamped, the user experience on system will remain nightmarish.
I have thought of a new approach to the booking of tickets, particularly for Tatkal, as the system opens for online booking only one day in advance at 10am and typically all tickets get sold by 10:30am. A zillion users try to log in to the system to purchase tickets, but only a handful of them would be lucky because of the short window.
Skewness in the existing system:
The existing system is skewed towards users who have high monetary capacity and who have the ability to speedily enter the data. Consider this:
If you are buying tickets for your family of 4 or 5, a failed transaction might end you up with a debit to your bank account or a credit card account. If you want to buy again, you will have to shell down additional money, though the money paid for earlier transaction would be returned to the user in 4-5 working days, sometimes even earlier, but never immediately. There is no Tatkal here! If there are two consecutive failed transactions, the user will have a double debit, but no ticket!
Further, because of the short window for booking Tatkal tickets – only one day before the date of journey (and only for half-an-hour), the ability to speedily enter the data gains paramount importance.
Imagine the plight of older people, or people with difficulty in using computers trying to buy Tatkal tickets online. 
  • The other option for them is to stand in the queue at the railway reservation counter and wait for their turn to buy the ticket.
  • There again, the touts rule the roost, as was experienced by me in Begumpet station in Hyderabad some months back.
After a tough experience in booking a Tatkal ticket for my daughter, I was pushed to think about how to redesign the ticketing system and make it more user-friendly and friendly even to computer-non-savvy people, who have difficulty in entering data fast. Besides, my aim is to reduce the transaction failures, which typically happen at the payment authorisation level.
My ideas on redesigning the system are given below. All ideas, counter-ideas, comments and suggestions are welcome.
Please note that I am not a software programmer/ engineer or a hardware guy. I am a finance professional with significant interest in computers, system design. I have some interest in system design as it is in my nature to maintain some orderliness in whatever I do!
  1. Existing System:
In the present system, the user first selects the stations, date of journey, train, class, and then enter passenger details and later the payment details in that order. This method I feel slows down the process of booking transaction.
Further, if a transaction fails, the user has to re-start (maybe after logging in again) by entering all the above details, which is time consuming.
Besides, the existing system favours only the persons who are ‘keyboard-savvy’ who can type or key-in the information fast. Others are bound to lose the chance to buy the ticket, particularly in Tatkal.
With many Captcha at various points of the transaction, the process is further decelerated.
  1. For improving the speed of booking, I suggest the following method:
The entry of information (data entry) and actual booking should be segregated.
The information we enter can be divided into Fixed Information (F-Info) and Variable Information (V-Info).

     A. Entering Your Information / Data Entry:
F-Info: Of the information we enter for booking a ticket online, the following items of information are required. They however are normally pre-decided for a particular journey and hence can be treated as F‑Info for a booking transaction:
  1. Names of ‘From’ and ‘To’ Stations
  2. Name(s) of Passenger(s), age(s), food preference(s), ID card type & No., berth preference(s)
  3. Payment option
  4. Payment Details (e.g., if the payment option is credit card, its No., name on the card, expiry date, CVV no. etc.)
The train name, Class of travel and date of journey may be V-Info, but could also be considered as F-Info in the case of some users, and hence could be made part of F-Info as optional items.
Under the proposed method of booking, to speed up the process, the user will first enter all the details F-Info (including the Optional items if that is the user’s choice) upfront.
This F-Info is stored temporarily on IRCTC’s system with a specific file name given to the user.
The important thing is to do this activity of Data Entry before the time for Tatkal starts. Only then the user gets the benefit.

     B. Actual Booking of Ticket – Proposed Method:
When Tatkal time starts, the user logs into the system, selects the F‑Info file stored earlier. This will open an appropriate screen. On this screen, he chooses the train, date and/or class (if they are not already a part of the F-Info) and clicks on ‘make payment’ and the system uses the stored information to complete the transaction till the last leg of payment process, i.e., entering the OTP or IPIN etc.
For a more efficient system, IRCTC may enter into an arrangement with the providers of payment gateways whereby the user is accorded a pre-approval when the credentials including OTP or IPIN are entered upfront.
However, the user’s account will be debited only when the user clicks the ‘make payment’ button.
This will detach the process of going to the gateway provider’s website for authorisation of payment and coming back to IRCTC’s website after successful payment. This process is akin to hotels abroad swiping your card at the time of checking in but not debiting your account. The amount will be debited at the time of checking out. If you settle the bill with traveller’s cheques or cash at the time of check out, the amount blocked on your credit card will be released.
This makes the process of booking very fast and more tickets can be booked in the system within a given time.
Once the ticket is booked successfully, the F-Info file will be automatically deleted with a display of confirmation of the same on the screen as well as an email to the user.

     C. Failed Transactions and Life of F-Info File
If the user chooses not to book the ticket or when a transaction failed, he would get the following options:
  1. The First Option from the system is to delete the F-Info that is temporarily stored in the system and then log out.
  2. Second Option to choose to retain the F-Info on the system till the end of the day and then log out. The system will store the details only for that day and will automatically delete the file after 23:59hrs. The user can subsequently log in before the deadline and book a ticket using the same details.
  3. Third Option to choose to retain the F-Info on the system till the end of the week and then log out. The system will store the details only till 23:59hrs on the ensuing Saturday (or Sunday as IRCTC might like to program it) and the details will be deleted after the deadline, automatically.
In all cases, the system will send an email to user after the file is deleted.
The above process I am sure is better than storing credit card numbers etc. Further, with the pre-approval process suggested above, IRCTC will probably have less number of refunds to make for there would be fewer failed transactions, which normally occur more at payment authorisation level.
The existing system is akin to buying tickets at the counter wherein the user starts filling up his form on reaching the window while keeping everyone behind him waiting for his transaction to be over. The system suggested above removes this anomaly.
IRCTC may also think of adopting the system as above for actual users and the existing system for the agents. Besides, it can impose a cap on number of tickets booked per user ID, IP address and credit card or debit card numbers and a combination of these three.

Monday, June 9, 2014

A New Apporach to Improving Primary Education in India

A New Approach to Improving Primary Education in India

By Venkateswar Jayanthy
India is richly endowed with the greatest asset that every country dreams of having – human capital. Indians by their very nature are intelligent, hardworking and enterprising. Many of the people from humble backgrounds have made their mark in various fields through sheer personal struggle. There are certainly many more in the rural areas who do not get an opportunity to realise their full potential for want of basic educational facilities at the grass-root level.

While we can boast of having many world-class seats of leaning in higher education, high-quality technical and other institutes, we cannot say the same thing about our primary education. Unless educational infrastructure is created in a big way, India will take longer time to become a truly developed country. Towards this objective, a conceptual framework is presented here.

Weak Social Sector

Lack of good education facilities in many villages has put our rural children to a great disadvantage. In many instances, children have to walk long distances to commute to school. With their limited resources, availability and affordability of transport facilities, having to walk long distances everyday in all weather conditions to attend school certainly works as a disincentive to join school, or induces dropouts.

Even though considerable progress has been made in many sectors, the social sector has remained underdeveloped, more particularly in primary education. It is therefore necessary to supplement the governmental efforts to build schools in the rural areas by attracting private investment.

If corporate sector is incentivised to take an active part in improving educational infrastructure in rural areas, it will transform the social sector which will eventually benefit them in the long-run.

Private Investment in rural education

Government of India (GOI) may consider introducing a Scheme to encourage private investment in rural educational infrastructure. Under this Scheme, Corporate entities would undertake construction of Rural Schools (that offer education up to Class VIII) in villages, beginning with large villages and for clusters of villages and ultimately in all villages[1].

This school building would be a brick and mortar structure located in an appropriate place in the village. The size and design of the building would vary according to student-capacity that is planned and be based on the terrain, traditions and customs using as much as possible locally available resources. Other facilities such as toilets, black boards, benches, tables, teaching material and playground and games-related facilities should form part of the school infrastructure.

GOI would prepare a database of villages where it wants to build the Schools. The land required for the School should be provided free of cost to any Corporate for building the School. Open bidding through a process like e-auction on first-come-first-serve basis may be made available to facilitate Corporates to take up the work of building Schools.
Each successful Corporate-bidder would undertake to

a)    construct the School(s) in the village(s) it successfully bid conforming to the specifications within the stipulated time period and cost, and
b)    run the School(s) for a period not less than 5 years, free of cost to the parents of children studying there.

The Incentive

Each Corporate that completes construction of the school(s) within the stipulated time would be entitled to claim a Tax Credit. This tax credit can be set off against the corporate tax payable by it.

GOI can vary the amount of tax credit as being equal to the cost of building the School or a multiple thereof. For example, the tax credit can be, say, 1, 1.25 or 1.5 times the cost of building the School. A Corporate may be allowed to avail the tax credit earned by it in a single year or in specified number of years at its discretion.

The Corporates should be allowed to enjoy similar tax credits for the recurring expenses too based on a pre-defined formula. In order to claim the tax credits for the recurring expenses, the Corporates have to recruit good quality teachers, and include them in their payrolls.

For a deeper involvement and commitment, Corporates may be allowed to name the Schools under an umbrella brand name ‘National Corporate School’ conjoined with the name of the sponsoring Corporate. For example, ABCD Corporate can name the School built by it as ‘ABCD National Corporate School’.

In addition, other schemes of GOI such as NREGA for building and running the Schools, Midday Meal scheme can be dovetailed into this Scheme to make it a comprehensive one.
The reimbursement to Corporates by way of tax credit may be made out of the expenditure planned by the government for primary education. Further, unlike BOT (used in infrastructure development), the Government would reimburse the costs to the concessionaires through Tax Credit that too only after the work is completed/ executed. It would be a cashless transaction, clean and risk-free.

With appropriate checks and balances in the Scheme, concerns if any can be adequately addressed. For example, it can be made mandatory for all participating Corporates to remit the entire emoluments of teachers for each year upfront into a designated pool account with a bank. The Scheme would be attractive to the Corporates as it would help them earn tax credits as also discharge their corporate social responsibility.

If the Scheme can attract a good number of Corporates, sufficient momentum would be generated in about 5 years that would radically transform rural primary education scenario in India.
______________________




[1] The most gruesome tragedy that occurred in a Tamil Nadu school in 2004 killing 100 school children only emphasises the need for good school buildings in semi-urban and urban areas too.

Sunday, January 1, 2012

India's Power Sector: Natural Gas Based Power Plants

India's Power Sector: Natural Gas Based Power Plants – Problems and Prospects

By Venkateswar Jayanthy


India has the fifth largest electricity generation capacity in the world with an aggregate generating capacity of 181.56GW. However, its per capita consumption at 606 units is less than half of China’s. India’s transmission and distribution (T&D) network of 5.7 million circuit-km is the 3rd largest in the world. However, its T&D losses are also among the highest in the world at over 31%.
Fuel
MW
%age
Total Thermal
118409.48
65.21
-    Coal
99,503.38
54.80
-    Gas
17,706.35
9.75
-    Oil
1,199.75
0.66
Hydro (Renewable)
38,206.40
21.04
Nuclear
4,780.00
2.63
RES** (MNRE)
20,162.24
11.10
Total
1,81,558.12
100.00
Renewable Energy Sources(RES) include SHP, BG, BP, U&I and Wind Energy, SHP=Small Hydro Project, BG=Biomass Gasifier, BP=Biomass Power, U & I=Urban & Industrial Waste Power, RES=Renewable Energy Sources (Source: Ministry of Power, GOI: http://powermin.nic.in/JSP_SERVLETS/internal.jsp)
GOI has been encouraging private sector participation with its policy initiatives such as 100% FDI in Generation, Transmission and Distribution permitted within the framework of Electricity Act 2003 and National Electricity Policy 2005. The mega power projects (above 1,000MW generation-capacity) are eligible for waiver of import duties on capital goods. The units that come on stream enjoy Income tax holiday for a block of 10 years in the first 15 years of operation. These policy initiatives coupled with the formation of independent Regulators, the Central Electricity Regulatory Commission at the Centre and the State-level Electricity Regulatory Commissions have encouraged the private sector to participate in the Sector, more particularly in the Generation of power. GOI has been expecting the private sector to slowly but steadily take the lead in the growth of installed capacity of power generation in the country as can be seen from the Table here.
Plan
Capacities Added/ Planned Addition
Central
State
Private
Total
IX  (1997-2002)
4,504
9,450
5,061
19,015
X   (2002-07)
12,165
6,244
2,671
21,080
XI (2007-12) Revised
21,222
21,355
19,797
62,374
Source: Mid-Term Appraisal of XI Plan by Planning Commission, Chapter 15, pp 313.
Composition of capacities added in the X Plan Period, which is the 1st milestone after the Electricity Act 2003 was enacted indicates that the Private Sector added 2,671MW of generating capacity, compared to 18,409MW by the Public Sector. Much of this additional capacity has come from thermal segment in both the sectors.

However, in the current, i.e., the XI Plan (2007-12), the capacity addition against the targets is far from satisfactory as can be seen from the following Table:
Segment
Original Target for XI Plan
(MW)
Commissioned till Dec 31, 2009
(MW)
Expected Achievement of the Balance Target for the Plan Period
Expected Achievement for the Plan (%)
Likely
With High Degree of Probability (Revised target)
Best Efforts basis
Likely (%)
Higher Degree of Probability
(Revised target) (%)
Best Efforts basis (%)
Central
36,874
4,990
16,232
21,222
4,530
58%
71%
26%
State
26,783
9,112
12,243
21,355
1,130
80%
114%
38%
Private
15,043
4,990
14,808
19,797
6,930
132%
165%
79%
Total
78,700
19,092
43,282
62,374
12,590
79%
104%
40%
Source: Mid-Term Appraisal of XI Plan by Planning Commission, Chapter 15, pp 313.
Even with the extensive participation by the Private Sector, Plan targets are unlikely to be achieved. If the current trend continues, the lofty targets of GOI may not materialise in the near future, resulting in continued shortage of power supply which will only curtail the full potential of the economy to grow. So what are the issues that are clogging the highway to creating the generating capacities in the country? A case in point is the gas based power plants in Andhra Pradesh. The Natural Gas (NG) based power plants have been suffering despite being in proximity to the source of Natural Gas. It is a case of ‘Water, water everywhere, but not a drop to drink’!

AP Gas Based Power Plants – All Gas?
Andhra Pradesh has been a pioneer in power generation in the private sector. The first of the power plants in private sector in India commenced their operations in the east coast near Kakinada. Today the aggregate installed capacity of nine Natural Gas Based Power Plants (GBPPs) in AP stands at 2,782MW. Of this, 8 are Independent Power Producers (IPPs) accounting for 2510MW and the balance 272MW is a collective captive plant of APGPCL. The power plants by IPPs were set up after they signed agreements for supply of gas by ONGC through GAIL. It however turned out later that ONGC could not supply gas as scheduled. The prospects improved significantly with the gas find in Krishna-Godavari (KG) Basin by Reliance Industries Ltd (RIL) on the coast of AP. The IPPs would have faced extreme difficulty, had gas supply from RIL not materialised. With gas find in KG Basin, everyone thought the period of power shortages was over. The truth is far from it.
The problems afflicting the GBPPs in AP can be classified into those related to Fuel Allocation and Availability, Fuel Tie-up and Fuel Supply Agreements, Power Purchase Agreements, Infrastructure for Alternative Fuels.
In its endeavour to encourage private sector to invest in the power sector, the government removed the entry barriers. This has led to a plethora of entrants into the sector, with or without the requisite experience – mostly without, which is quite natural as power generation has always been in the domain of public sector. If one looks at the reforms of the Power Sector, we find that the job is half-finished as can be seen here:
Prior to reforms, the entire risk from investment to generation, transmission and distribution was being borne by the state electricity boards or the central power producers. Post reforms, the risk of investment, project construction/ implementation, operation and maintenance is shifted to the private entrepreneur. Besides, with the fuel allocation and purchase of power being retained within the domain of the government, the private entrepreneur has to bear the risks associated with it, as the same are not truly market determined.

Effect of ‘Fuel Supply Controls’
Nowhere in the world would a project be financed without upfront tie-up of fuel for the entire period of loan servicing. But in India, a private entrepreneur has to commit his equity and the lender has to commit its loans for the project without any certainty whatsoever as to whether the project would really get the gas required for successfully operating the project. The uncertainty lies in not just in the availability, but also in the quantum and the period of availability.
Typically, a project is appraised by a financial institution based on the terms of PPA, which mandates achievement of at least an annualised average PLF of 80% (now 85%). To achieve this, the plant should operate at PLF over 87% for the 11 months that it would be in operation, setting aside one month’s mandatory maintenance period, called minor or major inspection. The financial institution appraises the viability of the project on the assumption of gas availability at this level. The entrepreneur too expects the gas availability at this level to achieve mandated PLF.
The allocation of gas to the various power plants by MoPNG, however, is more by rationing the available gas than by any rationality of plant operation. At present, the gas allocation is done at 70% of a plant’s requirement at 100% PLF, and for those plants in AP, where the gas wells are located, the allocation is higher by 5%. No amount of engineering would help a plant achieve 87% PLF (or 80% PLF on an average) with 70% gas availability. What happens to a plant that is to and that should operate at over 85% PLF actually operates at sub-70% PLF? To say the least, it bleeds.
A plant that operates at 70% PLF will have higher Station Heat Rate (SHR), which essentially means that the plant uses more fuel to generate a kWh (unit), than it is expected to, making it energy-inefficient that translates into higher unit cost of generation. One may argue that the fuel cost is a pass-through. However, the Power Purchase Agreement has a locking mechanism by which the Energy Charges payable by the DISCOMS would be paid using a pre-fixed SHR (let us call it Hurdle Station Heat Rate or H-SHR). The Energy Charges are arrived at by applying the H-SHR for the units supplied, resulting in under-recovery of Energy Charges and therefore revenue loss.
For example, given a calorific value of one unit of gas (measured in Standard Cubic Meters, or SCM) of say, 9,250 Kcal and the given PPA-stipulated H-SHR of 1850 kcal/kWh, one SCM should generate 5 units (kWh). If the actual station heat rate is higher at say 2000 kcal/ kWh, only 4.625 kWh can be generated with one SCM. Thus, for the same quantum of gas consumed, the loss of generation for each SCM is 0.375kWh. If a plant consumes 2MMSCMD, the loss of generation will translate into 750,000kWh per day or 31.25MWh. At Re.1 per kWh as Capacity Charge, assuming fuel cost being pass-through, the revenue would be lower by Rs.750,000 per day or Rs.2.25 crore per month.
Thus, the plant loses revenue on account of the following:
  1. Sub-optimal allocation of NG by GOI forces the plant to operate at lower PLF, which means lower generation and lower revenue.
  2. Lower PLF results in higher SHR, which translates into lower generation per unit of gas consumed.
  3. SHR higher than H-SHR results in under-recovery of Energy Charges even when the same are pass-through.
The short-supply of Natural Gas forces the GBPPs to idle hundreds of MW of power generation capacity resulting in losses in millions of rupees every day, though the losses are somewhat alleviated whenever regasified LNG is made available to these plants. This enormous loss of revenue is caused by an externality – the intervention of the government in the gas procurement process. The private entrepreneur who has set up the plant taking the risks of investment, construction and operations is forced to bear the revenue loss caused by the irrational allocation of fuel. This risk was unknown to the investor when the investment decision was made. The ideal way for GOI is to allow plants to come up only to the extent of NG availability.

Power Purchase Agreement
The anomalous situation explained above can be corrected if the power purchase agreement (PPA) with the DISCOMs is made flexible and practical. Typically the PPA is valid for 10-15 years. The main provision of PPA is the Tariff structure, guided by the Hurdle Station Heat Rate and the PLF the plant is expected to achieve on an average. One of the components of the Tariff is the fuel cost, which can be either a pass-through or not. The other component, the Fixed Charge or the Capacity Charge, is payable based on plant availability. The H-SHR is incorporated in the PPA that is signed ahead of project appraisal by the lenders, i.e., even before the investment is made.
The main feature of a PPA is that the tariff over the period of PPA remains unchanged, notwithstanding any abnormal inflationary pressures and the derating of the plant that is bound to happen. Station Heat Rate of a plant varies inter alia with the make and model of power equipment installed in the plant, the ambient conditions, besides PLF. SHR also goes up with the derating of the plant by which its efficiency naturally goes down with every passing year of operation.
The PPA structure is essentially dictated by a system of monopsony, which leaves little room for negotiations for the entrepreneurs, who are always the weaker party. The PPA thus throws up the following challenges to the private sector entrepreneur:
  1. The tariff remains the same over the PPA, not considering abnormal inflation over the PPA term.
  2. The H-SHR is kept constant, even though
a.      the power equipment varies from plant to plant,
b.      derating of the plant takes place over the operating years resulting in lower efficiencies,
c.      natural gas availability is lower than the required level due to any externality.
The PPA is inflexible to this extent. While derating of the plant and inflation are taken into account to a certain extent when one arrives at the equalised/ levelised tariff, the abnormalities such as lower gas ‘allocation’ by the GOI are never considered. A more rational approach would be to base PPAs on the following principles:
  •  Tariffs have to be set to recover total industry costs, for the investments to be viable as well as ensuring long-term sustainability of the Sector
  •  “Actual” versus “Allowed” costs – forecasting errors and information asymmetry mean that these are inevitably different – but allowed costs should normally be used, but with rider for correction along the way to take care of abnormalities caused by externalities.
If one applies the above principles, the PPA should capture the abnormality of short-allocation of gas supply by incorporating a provision to change the H-SHR to nullify the adverse impact of such abnormality on the operations of power plants.
Prior to reforms, such abnormalities were being addressed by the government itself through policy changes or by cross-subsidisation. With the PPAs as they are structured now, the burden of subsidies by the government is indirectly passed on to the IPPs. Therefore there is every need to standardise the PPAs built on the ideal principles stated above to ensure long-term sustainability of the Sector.

Alternative Fuels
It is but quite natural for an entrepreneur who has invested billions of rupees in a project to look for alternative fuels to run the plant when the allocation of gas by the government falls short of the requirement. One of the obvious options is LNG, which can be re-gasified (called R-LNG) and used as fuel. There are no LNG terminals on the east coast in AP to import and receive LNG. The only LNG terminal on the east coast is at Chennai, which too is still in planning stage. All other LNG terminals, operating or under implementation, are on the west coast at Dahej, Hazira in Gujarat, Ratnagiri in Maharashtra and Kochi in Kerala. Unless more LNG terminals are built on the east coast, the RLNG has to be transported from the west coast or the RLNG consumption in the west coast and NG consumption on the east coast have to be swapped as a pre-agreed arrangement to optimise gas transportation. However, the issues related to taxation and cost of transportation have to be addressed, without which the landed cost of RLNG remains prohibitive and defeats the purpose. It is understood the MoPNG is working on the guidelines for gas swapping. There is also an urgent need to build LNG terminals with interconnecting pipelines on the east coast.

Revisiting Regulatory Framework
The above situation of conflicting interests and lack of level-playing field for the IPPs on one hand, the natural gas allocation, its suppliers and transporters and the power purchasers on the other due to existence of monopsony and natural monopolies, begs the question, whether the current regulations has to be redefined, and if so, how?
At one level, the task of allocation of gas currently vested with the MoPNG may be hived off to a new and independent regulatory body. The regulatory body should be vested with the powers to rationally allocate, rather than ration out, Natural Gas, introduce standardised gas supply and purchase agreements that are equitable, determine gas pricing and transportation pricing that is multi-laterally beneficial to all stakeholders, and remove the anomalies brought about by the natural monopolies in gas sales and transportation to help establish sustainable generating capacities in the country.
Today, even though there is more than one DISCOM in each state, when it comes to floating bids, or purchasing electricity, they act in unison as a single body, defeating the very purpose of introducing competition. The ideal way is to introduce competition among the DISCOMs by removing the geographic delineation. This will help a plant to sell its electricity generated to more than one DISCOM and at different prices. A utopian scenario is wherein all power generated in the country is offered on a trading platform with forward contracts.
Similarly, the current electricity regulatory bodies should not only continue to serve the larger interest of the public, they should also look at the long-term viability of the projects and hence the Power Sector as a whole, to retain it investor-friendly, before it is too late. This will be the most important element in making the electricity reforms successful. If government wants to retain control of certain aspects of the value chain, it should ensure that the burden and risks are borne equitably and not by the industry alone, else, the entire value chain should be made entirely market-driven.